ES2926032T3 - Road construction arrangement and method of making a road construction arrangement - Google Patents

Abstract

The invention relates to a road construction arrangement with - at least one layer of bonded superstructure material (2.2, 3.2, 4.2, 5.2, 6.2, 7.2, 8.2, 9.2, 10.2) which is attached to an upper side of the road construction arrangement (2, 3, 4, 5, 6, 7, 8, 9, 10) and - a built-in component (2.1, 3.1, 4.1, 7.1, 9.1) having at least one cavity (2.12, 5.12 ) open at the top, and - a load dissipation device (2.15, 3.15, 4.15) that delimits the cavity (2.12, 5.12) at least in one area, on the one hand the layer of adhered superstructure material (2.2, 3.2, 4.2, 5.2, 6.2, 7.2, 8.2, 9.2, 10.2) is in contact with it and tapers downwards in at least one area, with the load transfer device (2.15, 3.15, 4.15) from at least one first subelement (2.6, 3.6, 4.6, 5.6, 6.6, 7.6, 8.6, 9.6, 10.6) and a second subelement (2.7, 3.7, 4.7, 5.7, 6.7, 7.7, 8.7, 9.7, 10.7) that are in contact with each other rotating and/or displa zable. (Automatic translation with Google Translate, without legal value)

Description

DESCRIPTION

Road construction arrangement and method of making a road construction arrangement

The invention is based on a road construction arrangement with at least one layer of bonded upper structure material, where the layer of bonded upper structure material is arranged on an upper side of the road structure arrangement, and an incorporation component incorporated in the road construction arrangement or formed by one or more elements, where the incorporation component has at least one cavity that is open upwards, and a load dispersion arrangement, where the load dispersion arrangement limits the cavity to the at least in one area and where the charge dispersing arrangement contacts the flat-bonded upper structure layer on one side and where the charge dispersing arrangement tapers downwards at least in one area.

Such a road construction arrangement is known from DE 10 2006 056 936 A1 and from WO 99/531 48 A1.

In road construction, supply and drainage shafts or linear constructions, for example drainage channels or troughs, are often incorporated into the linked upper structure. These road constructions are found, for example, in the upper structure of highways, paths and/or squares. Generally, in particular when these road constructions are incorporated into highways, these road constructions are exposed to loads, for example from road traffic.

These installation parts create disturbance points in the linked upper structure which, together with the loads caused by road traffic, lead to various construction problems and, throughout the useful life of the constructions, to typical damage patterns, for example, to unwanted settlements. Thus, for example, in the case of well constructions that are incorporated into well-used highways, it can often be observed that over time, the well sinks or rises relative to the surrounding road. Undesirable deformations and damage are often found, particularly in the upper bound structure of the highway. These problems are also known with various bonded upper structure materials, particularly asphalt or concrete.

These disturbance points are due, among other things, to the fact that usually for the construction, for example, of a shaft construction, an incorporation element is first placed at its final height and then base and cover layers are arranged around this element. of incorporation.

In the state of the art, traffic loads from such road constructions are only transferred to the linked upper structure to a limited extent. Furthermore, the end areas of the installation parts, in particular in the case where the upper structure is formed of concrete, are usually not kept stress-free.

Thus, for example, document WO 2000/065159 A1 discloses a device for compensating relative displacements in height between the floor surfaces and the closure members of installation parts, for example manholes, which have a frame . In this document a well construction with a drag plate is described. On its inner circumference, this drive plate is force connected to a telescopic piece. The skid plate must reproduce the seasonal or temperature-dependent height movements in the upper layers of a surrounding road body. In this connection, the drive plate drives a manhole cover. Thus it is to be ensured, among other things, that a frame together with the manhole cover is always level with an upper side of the surrounding road. In this way differences in height between the surrounding road and the shaft construction are to be avoided. However, it is not apparent from the document that the arrangement is adequate to keep the wellbore area stress-free by diverting or redirecting shear forces running parallel to the surface.

Document DE 102006056936 A1 discloses a method of incorporating a manhole cover and the corresponding manhole cover. An arrangement with a conical widening support element towards the upper side of the road is described. In this way, a relaxation of the traffic loads in the construction of the well must be achieved. However, even with this arrangement it is to be expected that, over the lifetime of the construction, for example, thermal stresses will occur between the pit construction and the surrounding road. With this provision, it is also possible to count, among others, with damages in the border area between the construction of the well and the surrounding road.

Therefore, the objective of the present invention is to improve the dispersion and diversion of traffic loads, as well as residual stresses within road construction arrangements, such as, for example, shafts and linear constructions, and thus increase its durability. In particular, the risk of subsidence or uplift within such a road construction arrangement must also be reduced.

The object is achieved according to the invention by a road construction arrangement with at least one layer of bonded topping material, which is arranged on the upper side of the road construction arrangement, and an insert component integrated into the construction arrangement. vial or made up of one or more elements, which has at least one cavity that is open upwards, and a charge dispersion device, which delimits the cavity in at least one area, comes into contact with the layer of structural material compact top of It is flat on one side and tapers downwards in at least one area, where the load spreading arrangement consists of at least a first part element and a second part element, which are rotatably abutting against each other and /o scrollable.

In this connection, it is particularly advantageous if the load dispersion arrangement is formed from at least two sub-elements. Since the two part elements are rotatably and/or displaceably abutting against each other, vertical forces, in particular caused by traffic loads, as well as stresses and shear forces, can be absorbed by these part elements. which can be caused, for example, by thermal loading of the attached upper structure. In this way, settling and/or heaving of a shaft construction or linear construction with respect to a road surrounding this construction, as well as the damage associated with it, can be effectively prevented. There is an improved distribution of traffic loads and voltage peaks. Joints at transitions, in particular between a shaft construction and/or a linear construction and the surrounding road, can be avoided. In particular, so-called "blow-ups" in the edge areas of the road construction layout can be avoided in this way. Possible settlements can be better compensated for or prevented from the outset. a lower construction or foundation on the road surface Last but not least, the road construction arrangement, according to the invention, allows the use of inexpensive and readily available standard materials and/or standard equipment.

In this connection, the first and/or the second part element can preferably be formed of concrete or a concrete-containing material. In addition, it can also be formed of a hydraulically bound base layer. It can be reinforced with a reinforcement mat. Furthermore, the first and/or the second part element can be prefabricated or manufactured on site.

Furthermore, it is particularly advantageous if the first part element has predetermined breaking points and/or separating cuts. This allows a greater mobility of the individual parts or fragments of the first partial element during a use of said first partial element.

Depending on the height situation, the first partial element can rest on the second partial element or adjoin it laterally.

A formwork can be used to make a road construction arrangement according to the invention. Preferably, a formwork for a shaft construction can be a vertically adjustable formwork which is preferably variably fixable. Preferably, a longitudinal formwork can be mounted on the second partial element as the formwork for an in-line construction, or a sliding formwork paver can be used, which moves along the second partial element. It is also advantageous to use a lost formwork, preferably an already offset or masonry blank. It is also possible to build up the entire surface of the bonded upper structure and then work the blank from the still fresh material or also from the hardened material.

Advantageously, the bonded overlay material layer can comprise asphalt. The bonded upper structure material layer can also comprise concrete or concrete-like material. Both materials are commonly used building materials in road construction and are therefore available at low cost.

If the bonded substructure material layer comprises concrete or a material similar to concrete, it is particularly advantageous to adapt the thickness of the first and/or second part element to the thickness of the bonded substructure material layer, in particular to provide for a approximately similar thickness, in particular if both the first and/or second partial element and the bonded concrete upper structure material layer have similar material qualities. In this way, the first and/or second partial element can form sufficient durability and strength in the bonded upper structure material layer and absorb and transmit the forces arising in the bonded upper structure material layer.

According to the invention, the road construction arrangement has a coating which covers an opening in at least one region. In this connection, the coating has a load introduction zone which is configured to conduct the forces acting on the coating towards the bonded superstructure material layer and/or towards the load dissipating device.

It is particularly advantageous if the coating is attached to the bonded upper structure layer, particularly preferably floatingly attached. In this way, loads, for example traffic loads, can not only be derived along the incorporating component, but can also be introduced beyond the incorporating component and into the surrounding layers of the upper structure or substructure. . Preferably, the cover or at least parts of the cover are made of cast metal or are designed in the form of a metallic supporting structure, for example in the form of surfaces, spokes, supports or struts. The coating can be incorporated or rolled directly into the bonded overlay material layer or later lined up after job completion and adhered in place by means of melted asphalt, CDS, liner mortar or by means of other adhesives .

For this, the load dispersing arrangement can be forcefully connected to the structure layer. top ligated in at least one area.

If the first and/or the second partial element have a profile at least in a contact region in which the first and second partial elements come into contact, then a connection between the two elements can be created in a simple way by which the two part elements are rotatably and/or movably connected to each other.

This connection can be further improved if both part elements each time have a profile in the respective contact area, where the profiles are shaped to one another and are thus positively connected.

In this connection, the profile can be designed as toothed, for example approximately sinusoidal, at least in one region. You can also have a concave or a convex fillet in a zone, for example.

In this connection, the profile can already be attached to the part element before the installation of a part element, outside of the road construction arrangement. For example, in the context of renovations, the profile can also be placed on the partial element only after the partial element has been incorporated.

It also falls within the scope of the invention that, instead of a profile, provision is made to connect the two partial elements to each other by means of joints and/or connecting elements, such as plugs or screws, so that they are arranged in rotatable and/or movable with respect to each other.

In addition, the first and/or the second partial element can be provided with a radius in a region of the profiling, so that even if, for example, the first partial element is inclined with respect to the second partial, at least one can be maintained. Large contact surface between the two partial elements for load transmission and larger joint can be avoided.

In addition, special advantages are obtained from the fact that, according to the invention, the horizontal distance d between the load introduction zone of the coating and the edge of the cavity is at least 0.3 times, preferably 0.6 times, the distance vertical h between the load introduction zone and the load dispersion arrangement. This ensures that the opening is sufficiently covered by the coating.

In particular, it can be ensured that traffic loads acting on the coating, for example in the case where the bonded upper structure material layer is made up of asphalt, can be adequately introduced to the underlying material layer. upper bound structure and branch off through the load dispersing arrangement. In other words, this allows traffic loads introduced into the bonded upper structure through the cladding to be transferred in the load dispersing arrangement, eg, with a load radiation angle of about 60°. This avoids stresses on the walls, in particular on the walls that form the cavity. In addition, an expansion gap can advantageously be formed between the cover and the bonded upper structure.

It is also advantageous if a lining part is arranged above or below the lining, which reaches into the cavity, in particular spaced apart at least by sections of the walls forming the cavity. Such a cladding part makes it possible to separate functional elements within a road construction arrangement according to the invention, for example channels, entrances or erosion protection, from other construction elements of the road construction arrangement, in particular construction elements for absorb and derive tensions or forces. In other words, a blank of the cavity to be formed can be formed by the first or second part element, possibly together with the embedding component. For this, a formwork or a lost formwork can be used, in particular to configure the interior walls of the cavity. Alternatively, the subsequently placed upper structure material can also be removed in a directed manner.

Blanks for linear constructions can have, for example, a U-shaped or V-shaped cross-section. Blanks for shaft structures can have, for example, a cylindrical or frustoconical opening.

In this connection, the blank can have a static support function.

On the other hand, the cladding part can serve for the detailed configuration of the required function, for example, for the configuration of a channel, an entrance or an erosion protection. In particular, if the blank does not have a "channel quality" or "well quality", the casing part is especially advantageous. Instead of, or in addition to, a static function, the cladding part may fulfill a forming, covering, sealing and/or protective function, for example an erosion or weather protection function. For this, it is also advantageous to melt, glue and/or foam the trim part at certain points or over the entire surface on this blank. The cladding part can also advantageously be screwed, clipped, nailed or glued.

In this regard, the cladding part can preferably be made of metal, in particular sheet metal, or of plastic. Incorporation lengths of the cladding pieces, in particular for linear constructions, can vary from the constructional length of the blank, whereby the number of undesired joints between the individual cladding pieces can be reduced. The lining part can also be made of flexible and insertable material, so that joints can be largely or completely avoided.

After alignment and fixing of the cladding part, the remaining cavities between the blank and the cladding part can be partially or fully filled by means of, for example, CDS, hydraulic mortar, bituminous grout, earth liquid or the like.

Furthermore, it is particularly advantageous if the trim part can be installed before or after the trim. If the covering has a cover receptacle and a manhole cover, then a manhole construction, for example, can be easily covered. A cover receptacle also allows, in particular, to use standardized or readily available manhole cover components, for example an existing cover system consisting of a manhole frame and a cover, to cover the opening.

In addition, in this way, the manhole cover can be decoupled, in particular if the bonded overlay material layer is made of asphalt or asphalt-containing material, from the coating-incorporating component acting as support construction. Preferably, the coating has load-bearing surfaces for this purpose.

A particularly preferred field of application of the road construction arrangement results when the road construction arrangement is a shaft construction or a linear construction. In this connection, manhole construction is to be understood as meaning all types of punctual constructions, in particular manholes, inlets or the like.

By way of example, a procedure for manufacturing a road construction arrangement, in particular a linear construction, with the following steps, is explained below:

- placement of an incorporation component;

- incorporation of a second partial element in a wall of an incorporation component;

- incorporation or manufacture of a first partial element;

- incorporation of a layer of bonded upper structure material.

In addition, a method for manufacturing a road construction arrangement, in particular a linear construction, is shown below with the steps:

- incorporation or manufacture of a second partial element as a foundation;

- incorporation or manufacture of a first partial element configuring a linear incorporation component; - incorporation of a layer of bonded upper structure material.

These methods make it possible in a particularly advantageous manner both to refurbish existing road construction arrangements inexpensively, as well as to construct new road construction arrangements. In this respect, the special advantage results that the road construction arrangements can be built step by step or layer by layer. To do this, a blank can be built or assembled layer by layer, to which adjacent layers of substructure or superstructure can be added in parallel. A final lining can then be made on the inside by means of a lining piece. Consequently, an inherent configuration of a disturbance point is avoided. Large, heavy and expensive special construction elements can also be largely dispensed with. Thanks to such a layered structure and a coating arranged only towards the end of a production process, a substantially more precise height adjustment is also possible, since, for example, margin or offset measurements do not have to be taken into account. shrinkage, or only to a substantially reduced extent.

Furthermore, the advantage results that a building sequence can be economically improved, since a horizontal separation of the building arrangement and the upper structure allows a continuous production of the bonded upper structure material layer without risk of colliding or jamming.

During production, it must only be ensured that, in the case of formwork or prefabricated blanks, these are not located on a roller or chain track. This can be ensured, for example, by variable laying rules, the use of feeders or proper planning of the position of a construction. Also, any necessary subsequent repairs can be carried out more easily, since the milling and finishing machine can be moved over the remaining building arrangement after removing the coating. Other features and advantages of the invention will emerge from the following detailed description of embodiments of the invention, by means of the drawing figures, which show essential details of the invention, as well as of the claims. The features shown there are not necessarily to be understood to scale and are represented in such a way that special features according to the invention can be made clearly visible. The various features can each be implemented individually on their own or several in any combination in variants of the invention.

Embodiments of the invention are shown in the schematic drawing and are explained in more detail in the following description.

They show:

FIG. 1 a schematic representation of a well construction according to the current state of the art in cross section;

FIG. 2 shows a first exemplary embodiment of the invention in cross section, in which a bound upper structure material layer consists of asphalt;

Fig. 3 - Fig. 4 detail views of two other embodiments in cross section, where also respectively a bonded upper structure material layer is formed of asphalt;

Fig. 5 - Fig. 6 detail views of two other embodiments of the invention, where respectively a bonded upper structure material layer is formed of concrete;

Fig. 7 - Fig. 10 alternative embodiments of the road construction arrangement in cross-section, where asphalt or concrete is respectively provided as the bonded upper structure material;

Fig. 11a - 11b examples of blanks such as lost formwork;

Fig. 12a - 12f details of the different embodiments of coatings, in particular of the load introduction areas, as well as

Fig. 13a - 13f other detailed sections of different coating configurations.

Fig. 1 shows a well construction according to the state of the art in cross section. On the upper side, a road is formed by a bonded upper structure material layer 1.2, in this case an asphalt layer. This bonded upper structure material layer 1.2 is interrupted by an incorporation element 1.1, in this case a manhole construction element. The embedding element 1.1 is laterally adjacent to the bonded upper structure material layer 1.2 in an upper region. A cover plate 1.3 is placed on the incorporation component 1.1. Incorporation component 1.1 reaches close to the road surface. A cavity 1.12 is formed in the insertion component 1.1. Through an opening 1.13 the cavity 1.12 reaches the road surface. Schematically, the wheels 1.4, 1.5 of a vehicle traveling on the road surface are configured. In this connection, the wheel 1.5 is located on the cover plate 1.3. The wheel 1.4 is located on the bonded upper structure material layer 1.2 at the moment reproduced.

It can therefore be concluded from Fig. 1 that, in the state of the art, in particular, a traffic load transmitted by the wheel 1.5 acts on the incorporation component 1.1 through the cover plate 1.3 and must be bypass this. At least in the medium and/or long term, a relative displacement of the incorporation component 1.1 with respect to the bonded superstructure material layer 1.2 is almost unavoidable.

In FIG. 2 a first exemplary embodiment of a road construction arrangement 2 according to the invention can be seen. Again, a vehicle with two wheels 2.4, 2.5 is schematically reproduced. The wheel 2.4 is located on a bonded overlay material layer 2.2, also in this case again an asphalt layer. In alternative applications, the bonded upper structure material layer 2.2 is a pavement or concrete surface.

The wheel 2.5 is located on a cover 2.3. In this connection, the cover 2.3 covers an opening 2.13 located in the bonded upper structure material layer 2.2 and is fixed in the bonded upper structure material layer 2.2. On the underside, the bonded upper structure material layer 2.2 is supported by a load dispersing arrangement 2.15. In other words, the load spreading arrangement 2.15 forms a support for the bonded superstructure material layer 2.2 in the region of the road construction arrangement 2. The load spreading arrangement 2.15 consists of a first partial element 2.6 and a second partial element 2.7. In this connection, the first partial element 2.6 surrounds the second partial element 2.7 circumferentially. In the area where the opening 2.13 is located in the bonded upper structure material layer 2.2, the second part element 2.7 is interrupted. An incorporation component 2.1 closed at the bottom, in this case cylindrical, is adjacent to the second partial element 2.7 on the bottom side. Consequently, a well is formed from the incorporation component 2.1, which has an opening 2.13 which extends through the second partial element 2.7 and the bonded upper structure material layer 2.2 to the upper side of the road.

From Fig. 2 it can further be drawn that the forces acting on the road construction arrangement 2 via the wheels 2.4 or 2.5 are introduced into the bound upper structure material layer 2.2 by means of the coating 2.3, which in this exemplary embodiment is made of molten metal, and are branched off into an unbound substructure material layer 2.8 which surrounds the sub-elements 2.6, 2.7 and the insert component 2.1 via the two sub-elements 2.6, 2.7. In this way, the incorporation component 2.1 remains largely free of loads or stresses.

In this exemplary embodiment, the two part elements 2.6, 2.7 are rotatably connected to one another by a profile 2.9. For this, the two part elements 2.6, 2.7 are formed in a contact area in such a way that the two part elements 2.6, 2.7 are brought into positive contact. In this construction example, the contact area is shaped in the form of a wave for said purpose. It goes without saying that in other alternative embodiments, the contact area can also be concavely or convexly shaped. In this way, the forces acting both horizontally and vertically on both part elements 2.6, 2.7 can be transmitted to the respective other part element 2.6, 2.7. The first part element 2.6 also has at least one interruption, not shown in more detail in FIG. 2, so that the first part element 2.6 can be moved, in particular tilted, relative to the second part element 2.7. In this way it is possible to absorb and compensate almost all movements of the unbound substructure material layer 2.8 and/or of the bound upper structure material layer 2.2, for example caused by seasonal temperature fluctuations, by means of the first partial element 2.6. The first part element 2.6 thus forms a joint part. In order to further improve the absorption and diversion of forces occurring horizontally or vertically, the first part element 2.6 in this exemplary embodiment of the invention is configured downwards on the outside, in particular conical, wedge-shaped on the outside. alternate configurations, so it works like a ramp.

In this exemplary embodiment, the coating 2.3 also has a load introduction area 2.14 in its edge area. In this exemplary embodiment, the load introduction zone 2.14 is formed in an annular shape. By means of the load introduction zone 2.14, the covering 2.3 is fixed on the bonded upper structure material layer 2.2.

The loads acting on the coating 2.3 are transferred to the bonded upper structure material layer 2.2 via the load introduction zone 2.14. In this respect, the lining 2.3 protrudes from the opening 2.13 in the bonded upper structure material layer 2.2 at least to an extent such that the horizontal distance d of the load introduction zone 2.14 of the lining 2.3 from the edge of the cavity 2.12 is at least 0.3 times the vertical distance h of the load introduction zone 2.14 from the load dispersion arrangement 2.15. In order to keep the inner walls of the opening 2.13 or of the cavity 2.12 free of loads and stresses, the load introduction zone 2.14 is therefore located at a distance of about 3-10 cm from the inner walls, in particular each time in function of layer height 2.2.

Furthermore, it can be seen from Fig. 2 that the first and second partial elements 2.6 and 2.7 end flush with the unbonded substructure material layer 2.8, so that the bonded upper structure material layer 2.2 can be applied. to both partial elements 2.6, 2.7 and to the non-bonded substructure material layer for their manufacture.

In this way, the second partial element 2.7, together with the first partial element 2.6, serves as a uniform base for the bonded upper structure material layer 2.2 that lies above, as a support and to absorb and transfer the loads of the covering 2.3. which finally bridges.

The second partial element 2.7 projects horizontally beyond the incorporation component 2.1, so that the second partial element 2.7 bridges the unbound substructure material layer 2.8 located in a surrounding region of the incorporation component 2.1, which is often less compacted in this area and therefore tends to settle.

In Fig. 3 a fragment of another example of embodiment is represented in cross section.

Fig. 3 shows a road construction arrangement 3, which is configured as a shaft construction. It has an insertion component 3.1, which is arranged below a charge dispersion arrangement 3.15. This is in turn formed by a first partial element 3.6 and a second partial element 3.7, which are brought into contact through a profile 3.9.

Above the load-scattering arrangement is a bonded upper structure material layer 3.2, which has a cover layer 3.21 on the upper side. In this bonded upper structure material layer 3.2, in particular in a recess in the cover layer 3.21, a covering 3.3 with a load introduction zone 3.14 arranged in an edge region of the covering 3.3 is arranged or fixed in a floating manner. A manhole cover 3.10, in particular a manhole cover, is inserted into the casing 3.3. In addition, the cover 3.3 has a cutout 3.16.

A lining part 3.11 forms an inner wall of the shaft to be formed and rests with an end section 3.22 in the recess 3.16 of the lining 3.3 on the bonded upper structure material layer 3.2. A sealing agent, not further shown, is applied to the end side section 3.22 in at least one area, so that the building elements below the bonded top framing material layer 3.2 are protected from seepage water. , dirt and other similar undesirable influences.

To form the bonded upper structure material layer 3.2 with an opening 3.13 for the manufacture of said configuration of the road construction arrangement, a separate formwork is used, where vertical height adjustment is performed.

After the production of the layer 3.2, the formwork is then replaced by the cladding part 3.11. For this, the cladding part 3.11 is inserted into the opening 3.13 from above until the end section 3.22 rests on the bonded upper structure material layer 3.2.

In an alternative production procedure, provision is made to initially cover the bonded upper structure material layer 3.2 and subsequently partially break it in a controlled manner.

The exemplary embodiment reproduced in Fig. 4 of a road construction arrangement 4 essentially differs in the configuration of a load dispersing arrangement 4.15 and, as a result, in the configuration of a bonded overlay material layer 4.2.

In this exemplary embodiment, the load spreading arrangement 4.15 is made up of two partial elements 4.6, 4.7. In this embodiment, the part element 4.6, which is arranged on an outer side of the part element 4.7 seen from a built-in component 4.1, is configured as a drive body, in this case as a plate-shaped drive plate, in particular as a conventional walkway plate, in other alternative embodiments as a wedge-shaped transition plate or piece.

In this embodiment, the first part element 4.6 is rotatably brought into contact with the second part element 4.7. For this purpose, the second partial element 4.7 has a recess on the outside, in which the first partial element 4.6 is inserted in a nested manner. At the opposite and inner end of the part element 4.7, the part element 4.7 has a shuttering edge 4.17. The formwork edge 4.17 is configured as a permanent formwork and thus functions on the one hand as an edge boundary of the bound upper structure material layer 4.2 and on the other hand as part of an inner wall 4.18 of the shaft. to configure.

By means of the formwork edge 4.17 it is effectively prevented that, for example, the material of the bonded upper structure material layer 4.2 is detached and falls into the incorporation component 4.1 during the manufacturing process or during use of the arrangement. of road construction.

Fig. 5 and Fig. 6 show fragments of further embodiments of the invention in the form of a road construction arrangement 5 or 6 in cross section. In both embodiments, a bonded upper structure material layer 5.2, 6.2 is formed by concrete. The road construction arrangements 5, 6 shown are configured as linear constructions.

A first partial element 5.6, 6.6 extends up to the surface of the road construction arrangement 5, 6 to be formed. At the level of a bonded superstructure material layer 5.2, 6.2, the first partial element 5.6, 6.6 is laterally adjacent to the bonded superstructure material layer 5.2, 6.2. The first partial element 5.6, 6.6 is, in this sense, in both variants shown in Fig. 5 and Fig. 6, part of the adjacent concrete layer or the bonded upper structure material layer 5.2, 6.2. On its lower side, the first partial element 5.6, 6.6 tapers downwards. It partially rests on a second sub-element 5.7, 6.7 configured as a foundation and is connected at least laterally in the area of a profile 5.9, 6.9 to it analogously to the aforementioned exemplary embodiments.

In this exemplary embodiment, the first element 5.6 has been manufactured on site by means of formwork. The formwork has been arranged in the desired position for the cavity 5.12 to be configured. In other embodiments of the invention, a sliding formwork is used as the formwork, which is guided on the second part element 5.7.

In the example of Fig. 5, an overlay 5.3 can also be recognized. This coating 5.3 is arranged flush with the bonded superstructure material layer 5.2 on the first partial element 5.6. In this connection, the coating 5.3 forms part of the surface of the road construction arrangement with its upper side. The cover 5.3 has a cover receptacle 5.19, into which a manhole cover 5.10, in this case configured as a channel cover, is inserted.

In this exemplary embodiment, a trim piece 5.11 is additionally arranged in an opening 5.13 formed by the first and second partial elements 5.6, 5.7. For this, the trim piece 5.11 rests, at least in one side area, in a suitably shaped recess 5.26 of the first partial element 5.6, where a sealing agent is introduced into the contact area between the first partial element 5.6 and the 5.11 lining piece for a secure and permanent sealing of the linear construction. In contrast to the cover part 3.11 described above, the cover part 5.11 is closed at the bottom, in particular in the form of a channel. In this way, a channel of the linear construction is formed in the desired final shape.

The variant of Fig. 6 is manufactured by means of a lost concrete formwork 6.17, in alternative masonry embodiments. For this, the lost formwork 6.17 has been arranged on the second partial element 6.7 during manufacture.

In this variant, the cladding part 6.11 is also arranged according to the exemplary embodiment of FIG. 5. In this variant, however, a space seal 6.20 is formed between the first partial element 6.6 and the permanent formwork 6.17 and the cladding part. lining 6.11. This provides a margin for expansions, so that the system can accommodate movements, eg thermally induced, without forced stresses in the wall areas. In other words, the space joint 6.20 provides an additional protection of the lost formwork 6.17 against the first partial element 6.6. In this exemplary embodiment, the space joint 6.20 is poured with an elastic bituminous liquid adhesive.

Furthermore, in this variant, a covering 6.3 rests on the first partial element 6.6. In this embodiment, the cover 6.3 has a gradation at the edge so that the bonded top structure material layer 6.2 partially covers the cover 6.3 on the top side. Thus, the coating 6.3 is embedded in the bonded upper structure material layer 6.2. In alternative configurations, recesses are also provided which are filled with liquid filler material and which improve the stability of the installation and/or the properties of the surface, such as slip resistance.

Compared to conventional manhole or channel covers, the liners 5.3, 6.3 have a larger diameter or a larger cover width to allow the introduction of loads outside the walls of the construction.

Embodiments of the invention result in particular from the respective desired shapes of the road construction arrangements. On the one hand, road construction provisions differ depending on whether they are shaft constructions or linear constructions. Thus, in the case of linear constructions, due to the generally small required depth, provision is made for the insertion component to be designed, for example, as a recess, for example, formed by a first and/or second part element. On the contrary, due to the generally greater depth of the manhole constructions, in the latter, analogous to the exemplary embodiments of Fig. 2 - Fig. 4, provision is made to design and use the insertion component as a separate well construction element.

Another distinction is made by the material used in the layer of bonded overlay material. Since settling or heaving is to be avoided with asphalt or asphalt-containing material, according to the invention, the load-scattering arrangement is arranged below the load-bearingly bonded upper structural material layer. However, if the bonded upper framing material layer is concrete or concrete-containing material, then primarily horizontal forces, e.g. caused thermally, must be kept away from the shaft or linear construction itself or guided around. of the structure. Thus, in this case, the load dispersing arrangement is disposed on the surface of the road construction arrangement and thus laterally adjacent to the bonded overlay material layer.

Therefore, in Figs. 7 - Fig. 10 some combinations are reproduced which result from the combination possibilities of the material of the upper structure material layer linked with the type of road construction.

Fig. 7 schematically shows a road construction arrangement 7 configured as a pit construction, where asphalt is used as the material of the bonded upper structure material layer 7.2. This exemplary embodiment therefore corresponds to the exemplary embodiment in FIG. 2 with an insertion component 7.1, a first partial element 7.6 and a second partial element 7.7.

Fig. 8, on the other hand, shows a road construction arrangement 8 configured as a linear construction, where asphalt is also used in a bonded overlay material layer 8.2. It can be seen that a second partial element 8.7 forms a foundation for a first partial element 8.6. In this connection, the partial element 8.6 in turn supports the bonded upper structure material layer 8.2. An opening 8.13 is provided in the latter. Thus, the bonded upper structure material layer 8.2 together with the partial elements 8.6, 8.7 form a blank or a blank form of a channel to be formed. A lining part 8.11 is incorporated into this blank on the inside and thus forms the desired channel in its final shape. Therefore, the lining part 8.11 and also the formed channel remain largely stress-free, regardless of a loading situation of the road construction arrangement 8.

Fig. 9 now shows the case of a road construction arrangement 9 configured as a shaft construction, in which a concrete-containing layer is provided as the bonded upper structure material layer 9.2. An insertion component 9.1 configured as a well is arranged below a second partial element 9.7. In this respect, the partial element 9.7 rests on the incorporation component 9.1. A first partial element 9.6 surrounds the second partial element 9.7 on the outside. Laterally and along an underside in a central region of the first partial element 9.6, the first partial element 9.6 comes into contact with or rests on the second partial element 9.7. In other words, the second partial element 9.7 is located in a recess of the first partial element 9.6. Furthermore, the first partial element 9.6 extends up to an upper edge of the bonded upper structure material layer 9.2. On the outside, the partial element 9.6 adjoins the bonded upper structure material layer 9.2. Partial elements 9.6 and 9.7 form an opening 9.13 which reaches to the upper side. The opening 9.13 is covered by a covering 9.3. A lining part 9.11 is arranged in the lining 9.3 so that it penetrates into the opening 9.13. In this way, even if thermally induced stresses occur which are diverted or redirected by the partial elements 9.6 and 9.7, the formed shaft remains largely free from forces acting from the outside.

In an exemplary embodiment analogous to the exemplary embodiment in FIG. 9, a trim piece is omitted. This can be provided in particular if the opening formed by a first part element and a second part element is sufficiently durable, in particular if the first and second part elements are made of concrete and thus sufficiently durable and resistant to environmental influences .

Lastly, Fig. 10 reproduces a road construction layout 10 configured as a linear construction, where a bonded upper structure material layer 10.2 is formed by concrete. Analogously to the first partial element 9.6, a first partial element 10.6 can be recognized. Due to the smaller depth of a linear construction required compared to a shaft construction, a second partial element 10.7 is provided, which in this case is configured as a foundation. Analogous to Fig. 8, a blank of a desired channel is formed by means of part elements 10.6 and 10.7. A coating 10.3 covers this blank and is positively fixed to the sub-element 10.6. Inside this blank, a lining part 10.11 is again arranged and a lining 10.3 is attached or poured. Thus, the lining part 10.11 again forms a channel.

In FIG. 11a and FIG. 11b, two examples of blanks 11.10, 11.20 are also shown as permanent formwork. The blank 11.10 has a cylindrical section 11.11 for this. In this section 11.11 the thickness of the wall decreases slightly in a conical shape converging on the outside. This similar blank 11.10 can be used as permanent formwork, for example, in manhole construction.

Blank 11.20 can be used in a linear construction. For this, it has a foundation section 11.22 on which a rough channel shape 11.21 is arranged. Channel blank 11.21 likewise has walls with decreasing wall thickness.

Figs. 12a - 12f and 13a - 13f also show different details for the configuration of the coatings. In this regard, the coatings serve to introduce the loads of, for example, traffic loads into the bonded upper structure. This introduction of loads takes place in this connection via the load introduction zones. These load introduction zones can be placed directly in the coating or be configured separately from it as supports for the rest of the coating. In this regard, in particular in the upper asphalt structure, the load introduction zones are arranged at a distance from the walls of the construction in order to keep these walls of the construction stress-free.

In FIG. 12a, a load introduction zone 12.1 is shown in the form of an annular plate. An alternatively configured load introduction area 12.2 according to FIG. 12b is configured as a ring-shaped grid. Another load introduction zone 12.3 according to Fig. 12c is formed by segments arranged in the shape of a ring. Another alternative design is represented by the load introduction zone 12.4 according to Fig. 12d, which foresees an introduction of loads in the form of punctual introductions arranged in an annular pattern.

Furthermore, from FIGS. 12e and 12f two schematically represented examples of cover receptacles 12.5 and 12.6 can be drawn, which are arranged on the upper side of the covers. The lid receptacle 12.5 is for this purpose circular. The lid receptacle 12.6, on the other hand, is configured in the form of a spoke.

Arrangement 13.10 in Fig. 13a shows a cover 13.11, in which a load introduction zone 13.12 is separated from the remaining cover 13.11. A well cover 13.13 rests in a cover receptacle 13.14 which is configured as part of the cover 13.11.

In the arrangements 13.20 (Fig. 13b) and 13.30 (Fig. 13c), the covers 13.21, 13.31 have load introduction zones 13.22, 13.32, as well as cover receptacles 13.24, 13.34. The load introduction area 13.22 has a T-shaped cross section. The load introduction area 13.32, on the other hand, has a step-shaped cross section. The well covers 13.23, 13.33 rest on the cover receptacles 13.24, 13.34. In these embodiments, the load introduction zones 13.22, 13.32 form part of the surface of the road construction arrangement.

The arrangement 13.40 according to Fig. 13d represents an embodiment in which a cover 13.41 with a vertical web has a cover receptacle 13.44 with a manhole cover 13.43 and a load introduction zone 13.42 T-shaped in cross section. , where the load introduction area 13.42 is designed to be coupled below the surface.

Arrangements 13.50 (Fig. 13e) and 13.60 (Fig. 13f) represent the same form of configuration, but in two different states. For this, the arrangements 13.50, 13.60 represent a cover 13.51, 13.61 with a load introduction zone 13.52, 13.62 T-shaped in cross section and a cover receptacle 13.54, 13.64. In arrangement 13.60 it is planned to use an already existing or conventional manhole cover element 13.63, available as standard, with its frame 13.65 or to reuse them. For this, the manhole cover element 13.63 rests on its frame 13.65. In order to arrange this manhole cover element 13.63 with its frame 13.65 securely in the cover 13.61 or in the cover receptacle 13.64, these are suitably shaped adapted to the elements 13.63 and 13.65. In other words, the cover 13.61 and the cap receptacle 13.64 form an adapter for the manhole cover element 13.63 and its frame 13.65.

Methods for manufacturing or repairing road construction arrangements are also explained below by way of example. In the case of the new construction of a punctual construction, in particular of a well or an entrance, the procedure is as follows:

1. placing an embedding component and filling the surrounding workspace;

2. incorporation of a second partial element in a wall of the incorporation component;

3. profiling of a subgrade surrounding the road construction arrangement to configure a first partial element;

4. In the case of asphalt as the material of the bonded upper structure: concreting of the first partial element up to a lower edge of the asphalt layer intended as the upper structure;

5. incorporation and alignment in height of the formwork elements within an inner area of the second partial element that forms an opening or a temporary cover for the upper structure;

6. incorporation of an asphalt layer or incorporation of a concrete pavement;

7. removal of forms or cores, if any, or drilling of the entrance opening;

8. possibly finishing works with removal to receive a coating, if it is not already concreted or rolled into the upper structure;

9. incorporation of a piece of cladding;

10. coating incorporation;

11. Incorporation of a manhole cover.

To create a construction, in particular a channel construction, the procedure for this happens as follows:

1. preparation of a subgrade surrounding the road construction layout as a channel subgrade; 2. placement or incorporation of a second partial element as a foundation;

3. in the case of asphalt as bonded upper structure material: incorporation of a layer of non-bonded substructure material and profiling the same to form a first partial element;

4. in the case of concrete or concrete-containing material as the bonded upper structure material: fabrication of a subgrade to configure a first partial element;

5. in the case of asphalt as the material of the bonded upper structure: concreting of the first partial element; 6. incorporation of asphalt layers or incorporation of a concrete pavement;

7. removal of possibly present formwork, cores or the like, or cutting of channel edges up to the level of the second partial element configured as foundation and dismantling of a trench;

8. possibly finishing works with removal to receive a coating;

9. incorporation of a piece of lining in the form of a channel;

10. coating incorporation;

11. incorporation of a channel cover in the coating.

The following description also covers a method of repairing a road construction arrangement. In this regard, if the attached upper structure is in good condition, a fundamental repair can be dispensed with, in particular with the complete replacement of all components. Thus, for example, shafts with defective walls at the entrance can optionally be shuttered and lined with concrete on site. In the case of intact portions of the canal, it may only be necessary to remove and reconstruct the upper part of the canal. A channel can then remain as part of a blank.

In detail, the following work steps result in the case of a punctual construction:

1. removal of material from the bonded upper structure in the area of a manhole cover;

2. removal of the old manhole cover and its frame, if applicable;

3. incorporation and height alignment of a formwork in the area of the opening;

4. Fill the damaged areas in the area of the opening with concrete, preferably down to the top edge of the upper bound structure;

5. incorporation of layers of asphalt in the corresponding thickness of the bonded upper structure or incorporation of a concrete pavement;

6. removal of any formwork, cores or the like that may be present;

7. possibly finishing works with removal to receive a coating, if it is not already incorporated or rolled into the upper structure;

8. incorporation of a coating;

9. coating incorporation;

10. Incorporation of a manhole cover in the coating.

For a linear construction, the following work steps take place accordingly:

1. removal or removal of upper structure material in the area of an old channel;

2. demolition or partial demolition of the old defective channel and renovation of a second partial element configured as a foundation, if necessary;

3. in the case of asphalt as the material of the bound upper structure: profiling of the unbound layers of the subgrade to form a first partial element above the second partial element and concreting of the first partial element to a lower edge of a layer of asphalt to be formed, and then incorporating one or more layers of asphalt;

4. in the case of concrete or a material containing concrete as the material of the upper bound structure: preparation of a subgrade for a first partial element and concreting of the first partial element together with a new concrete pavement in the desired finishing area;

5. removal of possibly present formwork, cores or the like, or cutting of the channel edges down to the depth of the second partial element configured as foundation, as well as removal of a trench as a new blank;

6. possibly finishing works with removal to receive a coating;

7. incorporating a liner piece formed as a channel liner;

8. incorporation of a coating;

9. incorporation of a channel cover in the coating.

It is understood by those skilled in the art that the sequences of the mentioned steps can also be varied in alternative configurations of the processes. In particular, the respective insertion sequences of the lining parts and of the linings can be exchanged.

Claims (11)

1. Layout of road construction with - at least one layer of bonded upper structure material (2.2, 3.2, 4.2, 5.2, 6.2, 7.2, 8.2, 9.2, 10.2) which is arranged on an upper side of the road construction arrangement (2, 3, 4, 5, 6, 7, 8, 9, 10), and - an incorporation component (2.1, 3.1,4.1, 7.1, 9.1) incorporated in the road construction layout (2, 3, 4, 5, 6, 7, 8, 9, 10) or formed by one or more elements, presenting at least one cavity (2.12, 5.12) that is open upwards, and - a load dispersion arrangement (2.15, 3.15, 4.15), which limits the cavity (2.12, 5.12) at least in one area, is brought into contact with the bonded upper structure material layer (2.2, 3.2, 4.2, 5.2, 6.2, 7.2, 8.2, 9.2, 10.2) flat on one side and tapers downwards in at least one area, where the load dispersion arrangement (2.15, 3.15, 4.15) is made up of at least a first partial element (2.6, 3.6, 4.6, 5.6, 6.6, 7.6, 8.6, 9.6, 10.6) and a second partial element (2.7, 3.7 , 4.7, 5.7, 6.7, 7.7, 8.7, 9.7, 10.7), which are rotatably and/or movably brought into contact with each other, and the road construction arrangement (2, 3, 4, 5, 6, 7, 8, 9, 10) presents a coating (2.3, 3.3, 5.3, 6.3, 9.3, 10.3, 13.11, 13.21, 13.31, 13.41, 13.51, 13.61) that covers an opening (2.13, 3.13, 5.13, 8.13, 9.13) to the least in one zone and that presents a load introduction zone (2.14, 3.14) that is configured to conduct the forces that act on the coating (2.3, 3.3, 5.3, 6.3, 9.3, 10.3, 13.11, 13.21, 13.31, 13.41 , 13.51, 13.61) in the bonded upper structure material layer (2.2, 3.2, 4.2, 5.2, 6.2, 7.2, 8.2, 9.2, 10.2) and/or in the load dispersing arrangement (2.15, 3.15, 4.15) , characterized in that the horizontal distance d from the introduction zone loads (2.14, 3.14) of the coating (2.3, 3.3, 5.3, 6.3, 9.3, 10.3, 13.11, 13.21, 13.31, 13.41, 13.51, 13.61) from the edge of the cavity (2.12, 5.12) is at least 0 0.3 times, preferably 0.6 times, the vertical distance h of the charge introduction zone (2.14, 3.14) from the charge dispersion arrangement (2.15, 3.15, 4.15). Road construction arrangement according to claim 1, characterized in that the bonded upper structure material layer (2.2, 3.2, 4.2, 5.2, 6.2, 7.2, 8.2, 9.2, 10.2) has asphalt. 3. Road construction arrangement according to any of the preceding claims, characterized in that the bonded upper structure material layer (2.2, 3.2, 4.2, 5.2, 6.2, 7.2, 8.2, 9.2, 10.2) has concrete or concrete-like material . 4. Road construction arrangement according to any of the preceding claims, characterized in that the coating (2.3, 3.3, 5.3, 6.3, 9.3, 10.3, 13.11, 13.21, 13.31, 13.41, 13.51, 13.61) is fixed on the layer of the linked superior structure (2.2, 3.2, 4.2, 5.2, 6.2, 7.2, 8.2, 9.2, 10.2). 5. Road construction arrangement according to any of the preceding claims, characterized in that the load dispersion arrangement (2.15, 3.15, 4.15) is connected by force connection in at least one area to the bonded upper structure layer (2.2, 3.2, 4.2, 5.2, 6.2, 7.2, 8.2, 9.2, 10.2). 6. Road construction arrangement according to any of the preceding claims, characterized in that the first partial element (2.6, 3.6, 4.6, 5.6, 6.6, 7.6, 8.6, 9.6, 10.6) and/or the second partial element (2.7, 3.7 , 4.7, 5.7, 6.7, 7.7, 8.7, 9.7, 10.7) presents a profiling (2.9, 3.9, 5.9, 6.9) at least in one contact zone in which the first partial element (2.6, 3.6, 4.6, 5.6, 6.6, 7.6, 8.6, 9.6, 10.6) and the second partial element (2.7, 3.7, 4.7, 5.7, 6.7, 7.7, 8.7, 9.7, 10.7) come into contact. 7. Road construction arrangement according to any of the preceding claims, characterized in that the first partial element (2.6, 3.6, 4.6, 5.6, 6.6, 7.6, 8.6, 9.6, 10.6) and the second partial element (2.7, 3.7, 4.7 , 5.7, 6.7, 7.7, 8.7, 9.7, 10.7) each time present a profiling (2.9, 3.9, 5.9, 6.9) in the respective contact zone, where the profilings (2.9, 3.9, 5.9, 6.9) are formed in such a way complementary to each other. 8. Road construction arrangement according to any of the preceding claims, characterized in that a piece lining (3.11, 5.11, 6.11, 8.11, 9.11, 10.11) reaching the cavity (2.12, 5.12), in particular spaced at least by sections of the walls forming the cavity (2.12, 5.12). 9. Road construction arrangement according to any of the preceding claims, characterized in that the coating (2.3, 3.3, 5.3, 6.3, 9.3, 10.3, 13.11, 13.21, 13.31, 13.41, 13.51, 13.61) has a lid receptacle (5.19 , 12.5, 12.6, 13.14, 13.24, 13.34, 13.44, 13.54, 13.64) and a manhole cover (3.10, 5.10, 13.13, 13.23, 13.33, 13.43, 13.63). Road construction arrangement according to any one of the preceding claims, characterized in that the road construction arrangement (2, 3, 4, 5, 6, 7, 8, 9, 10) is configured as a manhole construction. Road construction arrangement according to any one of the preceding claims, characterized in that the road construction arrangement (2, 3, 4, 5, 6, 7, 8, 9, 10) is configured as a linear construction.